Electric testing apparatus



Oct. 31, 1950 A. F. PARRY ELECTRIC TESTING APPARATUS 2 Sheets-Sheet 1 Filed Nov. 9. 1949 A? [a 20 J I FIG.

0 TO 500 ZR/7. Q -r.o I000 2.2M.

INVENTOR Auausvus F. PAEEY BY 0 7 ATTORNEY Oct. 31, 1950 A. F. PARRY ELECTRIC TESTING APPARATUS 2 Sheets-Sheet 2 Filed NOV. 9, 1949 Fla 2 INVENTOR IIU6Z/57'U5 E PARRY ATTORNEY Patented Oct. 31, 1950 UNITED STATES PATENT OFFICE ELECTRIC TESTING APPARATUS Augustus F. Parry, Schenectady, N. Y., ass'ignor to American Locomotive Company, New York, N. Y., a corporation of New York Application November 9, 1949, Serial No. 126,340,

6 Claims. 1

This invention relates to electric testing apparatus and particularly to such apparatus to provide means to test the electric equipment controlling the power circuits of an electric drive locomotive.

When a Diesel-electric locomotive of a well known type is started, the traction motors are connected in series across the generator to provide maximum tractive effort. The closing of the power circuit in such a series connection is effected by the automatic action of an electromagnetic contactor in the battery-energized control circuits after the battery switch has been closed. When the locomotive increases its speed, the torque demand of the motors and consequently the current demand from the generator decreases. Transition from a series to a parallel connection of the motors is therefore desired when the locomotive speed reaches a predetermined rate, say 35 M. P. H. Such transition is automatically made in response to the operation of a voltage relay in a frequency sensitive circuit supplied by a generator mounted upon and driven by a locomotive axle. The voltage and frequency output of such generator is directly proportional to the speed of the locomotive; and, accordingly, the voltage relay may be conditioned to function when the locomotive attains a speed at which transition is desired.

As the locomotive speed increases to maximum, after such transition from series to a parallel connection, resistors are connected in shunt across the motor field windings as desired. Such shunting may be accomplished by the automatic operation of relays energized by a circuit which is closed by the operation of a second voltage relay energized by the axle generator. When the speed of the locomotive decreases from maximum, the voltage output of the axle generator drops proportionately, and the resistor shunting relays are de-energized to cut the resistors out of the field windings. As the locomotive speed decreases further to say 35 M. P. 1-1., the first voltage relay drops, the parallel connection is broken, and the series connection re-established by the de-energization and re-energization of the respective relays controlling the circuits involved.

To provide apparatus to test the operation and timing of the contactors and relays of such an automatic control system is the principal object of this invention. A further object of this invention is to provide such testing apparatus which will include driving means, in lieu of the locomotive axle, which are controllable by a testing operator to drive the axle generator at predetermined testing speeds simulating its normal operating speeds (such generator being disconnected from the axle) so that the contactors and relays of the transition equipment of the locomotive will function for testing purposes. Such means also serve to drive simultaneously a second or standard generator at operator-controlled speeds which bear a definite relation to the predetermined axle generator testing speed and which are registered on an indicating instrument so that a testing operator, by reference to such instrument will know the selected speed at which the axle generator is operating and thereby be enabled to set and accurately adjust the contactors and relays of the transition equipment.

Still a further object of the invention is to provide such testing apparatus to include portable means upon which the standard indicating instrument and remote control means for the circuits energizing the electric equipment of the testing apparatus may be mounted so that the testing operator may control the operation of the axle generator, disconnected from the axle, to energize the transition circuits and at the same time test the functioning of the contactors and relays in such circuits while in the locomotive cab remote from the disconnected axle generator.

Other and further objects of this invention will appear from the following description, the accompanying drawings and the appended claims.

In the drawings:

Fig. 1 shows an electric diagram of the transition control system for the power circuits of an electric drive locomotive associated with the electric diagram of the apparatus of the invention; Fig. 2 is a schematic diagram of the apparatus of the invention; Fig. 3 shows the flexible shaft; Fig, 4 is an element; and Fig. 5 is a diagram of the circuit between the standard generator and the tachometer associated therewith.

The apparatus of the invention, broadly speaking, comprises means whereby a testing operator may observe and adjust the performance of the speedometer and the contactors and relays in the transition equipment, from a convenient position in the locomotive cab while controlling the operation of the distant axle generator which energizes the speedometer and transition equipment. Such apparatus includes an electric generator having a determinable output measured by an indicating instrument, such generator beaxle so that predetermined related speeds will 3 be imparted by the motor through the transmission to the two generators; a remote control for the standard generator; a remote control for the variable speed transmission unit; and. a portable unit for the mounting'of the'indicating in- The portable unit may be carried by the testing operastrument and the remote controls.

tor into the locomotive cab where he can observe the performance of the speedometer and of the contactors and relays in the transition system .While controlling theoperation of' the axle generator. v, r V H For a proper understanding of the'mode of operation of the apparatus of 'the invention, it is felt necessary to explain in some detail the conditions under which transition and field shunting takes, place in a Diesel-electric locomotive of a well known type. Referring to Fig. l of the drawings, thepower and control circuits of such a locomotive are illustrated diagrammatically and the apparatus of the invention is diagram- 'matically shownin association therewith. Traction motors H! and H are axle hung and are operatively connected by a conventional gear and pin- .ion arrangement. (not shown) to the driving w'heelsof the locomotive. fSuch motors are energized by a generator 12 driven by a prime mover I3, which may be'a Diesel engine. Power circuits, .showni'n heavy lines, connect the generator l2 and. the motors llli'and l l, and by the automatic operation of electromagnetic contactors l4, l5, .and .16, as later described, such circuits may be .connectedto place the motors in series or inpar- 'a11e1' as load conditions demand. The contactors .each .havea .pair of fixed contacts and an armature contact movable into, and out of bridging relation with the fixed contacts when the windings thereof are energized. 'The armature contacts are shown'in the drawing in their depresfsedj or normal .position with their windings de -ener- 51:.

gized.

The control'circuits are at first energized by battery H, but after the'locomotive gets under way, such energy may be supplied by an aux- Line I8. leads from thev battery iliary generator. I! through control switch [9 to the master controller 20. Control bus 2| extends from the controller and is connected by lines 22 and 23 through interlock 24 to the grounded contactor l4. .Closing of the control switch l9and movement of the master controller 20 from idle position by the engineman supplies the bus 2! with current, and the contactor l4 thereupon closes the power circuit comprising lines 25, 26, 21, 28,29, and 3| to establish a series connection'between the generator l2 and the motors l0 and II. .Such is thearrangement of the power circuits" when the locomotive is started and such arrangement will continue until the speed of the locomotive reaches a point at which :'transition to a parallel connection of the power circuits .is desired.

Transition is brought about automatically at a predetermined speed of the locomotive, say'35 M. P. H., by automatically operated control 4 means which include a generator 32 driven by the axle 33 of a locomotive driving wheel 34 and having a voltage of a magnitude and frequency in direct proportion to the wheel speed, voltage relay 35 in a frequency sensitive circuit 36 responsive to the frequency of generator 32, and a control relay 3'! energized by the battery I! as the grounded circuit therethrough may be closed by relay 35. Generator 32 is shown in Fig. 1 as disconnected from the axle, a description of the connection appearing hereinafter. Voltage relay 35, connected across the terminals of the generator 32,,c1oses at a predetermined vehicle speed of say 35 M. P. H. and establishes a connection between the battery H and relay 31 through bus line 2| and line 38. When relay 3? closes, current will be supplied from the battery H to energize grounded contactor i5 over bus line 2|, line 39, relay 31, and line 40. The upper armature contact of contactor l5, then closes the parallel power circuit through-motor l'fl into motor ll over lines 21,' il, 42,-and*30, and the lower armature contactopens the interlock 24 to de-energize contactor 14 which thereupon drops to break the series 'circuit between the motors. 'Whencontactor I4 drops, its lower armature contact establishes a connection between lines 43 and leading into the grounded contactor IS, the latter contactor is closed, and the parallel connection through the motors is completed. I V V Asthe motor speed continuesto increas after the transition to aparallel connectiomas J'ust described, and when the'loc'omotive reaches a predetermined peed or say 7 5 H., voltage relay 45, responding'to the increasedfrequencyin' circuit 36, is energized by the axlegeneratorand closes to establish'a circuitfrom thebus line-2| through line 43, contactor l6, line 41 to the grounded contactors' i8 and '29. These contactors then function to. connect the resistors ffic and ,5 respectively across the fields of motors; l0 and lji respectively, andthe excitation'of t h e motor fields is decreased to' correspondingly diminish the back voltage, and increased motor speed results. When ever the locomotive speed thereafter decreases, the frequenc output of the axle'generatorj 3'2 falls, and relay '45 is def-energized and drops to break the circuit from the bus line into .the'shunting contactors 48"and'4'9 r. The resistors 50 and .5! are thus cut out, the motor field excitation is increased, the back voltage increased, iariddecrease in motor'speed results. If the locomotive speed should continue to decrease, voltage relay35 is de-energizedbecause" of the drop 'of voltage of theaxle generator and th connection from the .bus line 2| to the relay 3! is broken. Relay 3'! drops to cut out relaysjlj and I6 and as theseilast relays drop, the parallelconnection is broken. As contactor I drops, its lower armature. contact closes the'interlock'24 and contact'or l3 is re-en'ergized and its; armature" lifted .to reestablish the serie 'connection'ofjthe power line. through thejmotors 0 and l I Referring tofFig..2 of the drawingsLtheapparatus of the. invention is shown as providing a rotatable flexible shaft 52' driven by motor 53 having associated therewith .a variable speed transmission unitf54. Shaft 521s adapted for direct connection with thearmature 55fof the. axle generator :32.to drive the latter when disconnected from the axlelv 'In'normal operative. position, the axle generator T32 is mounted upon oneof the journal boxes 56 of the locomotive and its armature 55 is driven by an element 51' (see'Fig.

known manner.

and a'spline 62 at its outer end for engagement with a receiving splined aperture 63 formed within the armature 55 of the axle generator. To connect shaft 52 of the armature 55 of the axle generator 32, a plate (not shown) is unbolted and removed from the generator housing 64 and the splined element 51 withdrawn. (Element 51 is not shown in its normal operative position in Fig. 2.) Shaft 52, which has at one end a splined head 65 with dimensions to fit the receiving splined aperture 93 in armature 55, is then inserted, and the adapter 66 is bolted into position upon the armature housing 64. The opposite end of shaft 52 is provided with an integral sleeve 6! having a cylindrical hole 68 for coupling with the output shaft 99 of the transmission unit 54. Tapered pins I9 and a key II are provided to secure the sleeve and output shaft in rigid coupled relation.

Fixedly mounted upon output shaft 99 for rocation therewith is a sprocket wheel I2. Generator I3, which serves as the standard with which axle generator 32 is to be compared, is driven by output shaft 99 by means of roller chain I4 which connects sprocket wheel I2 with sprocket wheel I5, the latter being fixedly mounted on a shaft Hi, to which it imparts rotary motion. The ratio of rotation of the shafts 69 and I6 is preferably unity, and consequently sprocket wheels I2 and I are of the same radius. Shaft I9 extends into the standard generator I3 for connection with the armature TI thereof; although, if desired, shaft I5 and the generator armature Il may be integral. Since the armature 55 of the axle generator 32 is connected to rotate with the output shaft 69 b means Of the flexible shaft 52, and since there is a direct drive connection between armature H of the standard generator I3 and output shaft 99, armatures 55 and I! will rotate at the same speed. Although the armatures in the illustrative embodiment are shown as rotatable at the same speed, they may of course be rotated at different speeds, provided the relation of the speeds is known.

Motor 53 is preferably a three phase, 440 volt,

H. P. unit rotated at a constant speed of 1800 R. P. M. and is provided with a conventional speed reduction gear assembly (not shown) which is operatively connected with the variable speed transmission unit 54. Unit 54 of the illustrative embodiment is a mechanism of the type employing expansible split-V pulleys 18 and corresponding drive belts I9, which, within the limits of the mechanism, may provide an infinite number of ratios, between the speeds of the input shaft 89 and output shaft 59. The movement of the pulleys of the unit toward and away from one another to vary their effective diameters may be produced by the rotation of shaft BI in the well A reversible motor 92 is provided, in the illustrative embodiment, to rotate shaft 8| by a conventional sprocket and chain assembly, generally indicated at 83.

Current from an outside source is supplied to energize the motor 53 as shown on the wiring diagram of Fig. 1. Plug 85 may be inserted into a power line receptacle (not shown) to supply current to feed line 8! through the three pole main switch 88. Upon the closing of switch 88 by the operator current will be shunted through the conductor 89 into the primary windings 99 of the transformer 9|, the secondary windings 92 of which are adapted for energization to supply current through conductor 93 to magnetize the coil 94 of the magnetic starter switch 95. The circuit of the secondary winding of transformer 9| is controlled by switch 99 arranged in the portable remote control cabinet 91, the line 98 being carried by cable 99 through plug I99 into the cabinet and grounded at I9I. Upon closing switch 96, the armatures I92 of magnetic switch 95 will be closed automatically and current will be shunted through such switch 95 over line I93 into the primary winding I94 of the transformer I95, the secondary windings I96 of which are energized to supply current through the conductor I91 to the speed regulating motor 82, such circuit being completed alternately through lines I98 or I99, as selected by the operator by means of switch H9. Lines I98 and I99, which are provided with different resistances, are carried by cable to the portable remote control cabinet 9! where they are grounded at I9I.

The sequence of operation of the foregoing testing equipment as described to this point, is: as follows: main switch 88 and remote control. switch 96 are closed, and current is supplied toshunt line 89, transformer 9|, and the coil 94 of the magnetic switch 95. Switch 95 is then closed and the primary coil I94 of transformer" I95 is energized through conductor I93. Motor control switch H9 is then closed, the secondary windings I96 of transformer I95 are energized, and current is provided for motor 82.

Motor 82 is reversible and switch I I 9 is of conventional design which permits the operator to vary the speed of the motor gradually or intermittently. By turning the switch to the left or right, the operator causes the motor to rotate in one direction or the other as desired. Motor 82 is operatively connected to the variable speed transmission unit so that the expansible pulleys I8 are controlled to provide desired ratios between the shafts II2 and I I3 of the unit, and hence the speed of the output shaft 59 is controlled. In short, switch II9 is manipulated by the operator to control the transmission unit 54 and hence the speed of the generators 32 and I3 as delivered by output shaft 69 through the flexible shaft 52 and the chain I4 respectively.

Current generated by standard generator I3 is circuited through wires I I4 and H5 to the tachometer H5 upon the closing of switch III (see Fig. 5). Tachometer II 9, in the illustrative embodiment, is provided with two scales viz. 9-500 R. P. M. and 0-1000 R. P. M. The scale to be used may be selected through switch III. Since generators 32 and I3 are both driven from the output shaft 99 by constant mechanical connections, their output will bear a definite relation. That is to say, the testing operator, by reference to the tachometer H5, may determine the functioning output of axle generator 32, although such tachometer is energized by generator I3. And since tachometer H9 is disposed upon the portable cabinet 91, the testing operator will have it available for reference at a position remote from the axle generator for observation in setting and adjusting the relays in the locomotive transition circuits.

While there has been hereinbefore described an approved embodiment of this invention, it will be understood that many and Various changes and modifications in form, arrangement of parts and details of construction may be made without departing from-the spirit of the invention, and that :allsuch'changes'and modifications as fall within the scope of the appended claims are contemplated as;a part of this invention.

The invention claimed and desired tobe secured by Letters Patent is:

lpApparatus' for testing the operation of relays in the transition control-system for thezpower circuits of a generating electric traction system of :a railway vehicle of the class whereinan axle generator energizes such relays for their "functioning when the 'axle rotates at predetermined speeds and delivers predetermined voltage to the relays comprising: an-electric generator, a portable indicating instrument operative in response to-the voltage of said electric generator, a motor, a variable speed transmission unit driven ,by the-motor and having an output shaft adapted to rotate at selected speeds, speed control :means for the transmission unit, means con- :necting such output'shaft to the generator to :drivethe latter at selected speeds, an axlegenerator in electrical connection with relaysin the transition control system, and means connecting such output shaft to the axle generator to drive the latter atselected speeds when disconnected from the axle but while in electrical connection with relays in the transition control system, whereby the operation of the relays in the control system in response to the voltage of theaxle generator may be observed by cojoint reference to the aforesaid indicating instrument and to said relays at a position remote fromthe axle generator.

v2. Apparatus for testing the operationof relays in the transition control system for the power circuits of a generating electric traction system of a railway vehicle of the class wherein an axle generator energizes such relays for their functioning when the axle rotates at predetermined speedsanddelivers predetermined voltage to the relays comprising: an electric generator, a portable indicating instrument operative in response to the voltage of the electric generator, portable means for the mounting of such instrument thereon, a motor, a variable speed transmission unit driven by the motor and having an output shaft adapted to rotate at selected speeds, a chain and sprocket driving connection between such output shaft and the generator V drive the-latter at selected speeds,'an axle; generator in electrical'connection with relays in the transition control system, means connecting such output shaft to the axle generator to drive the latter at selected speeds when disconnected from the axle but while in electrical connection with relays of the transition control system remote control means for themotor mounted upon such portable means, and remote controlmeans for the speed control means mounted upon such portable means whereby the operation-of the" output shaft may be controlled and the operation of the relays in the control'system in response to the voltage of the axle generator may be observed by cojoint reference to the aforesaid in- ,dica-ting instrument and said relays at a position remote from such axle generator.

3. Apparatus for testing theoperation of re,-

lays in the transition control system for the power circuits of a generating electric traction system of a railway vehicle of the class wherein an axle generator energizes such relays in their functioning when the axle rotates at predetermined speedsandv delivers predetermined voltage to-the relays comprising: an-electric generator,

8 a portable indicating .instrument operative in response to the voltage of saidelectric generator, 'portable means for the'mounting of suchinstrument thereon, a constant speed 'motor, a circuit to energize such motor, a switch therein mounted upon the portable means, a variable speed transmission unit driven by the motor and having an outputshaft adapted to rotate at selectedspeeds, a reversible. motor, speed control means for the transmission unit driven by the reversible motor, a circuit to energize the reversible motor, a switch in such circuit mounted upon the portable means, a chain and sprocket driving connection between the output shaft and the electric generator-to drive the latter atzselected speeds in response to the operation ofthe speed control means, an axle generator in electrical connection with the relays in the transition control "system, and a flexible shaft to connect the speed transmission output shaft and the axle generator-when the 'latteris disconnected from the axle thereby to drivetheaxle generator at selected speeds in response to the operationof the speed control means whereby the operation of the apparatus may be controlled remotely from the axle generator and thefu-nctioning of the relays in the transition control system in response to the current output of the axle generator may be observed at a position remote from the axle generatorby cojoint reference to said relays and to the indicating instrument associated with the electric generator.

4. Apparatus for testing the operation of relays in the transition control system for the power circuits of a generating electric traction system of -a railway vehicle of thez-classrw-herein an axle generator energizes such relays in their functioning when the axle rotates at predetermined speedsand delivers predetermined voltage to the relays comprising: anelectric generator,- a -portable indicating instrument operative in response 'to the voltage ofsaid electric generator, a constant speed motor, a variable speed transmission unit drivenby the motor and having anoutput shaft adapted to rotate atselected speeds, means connecting such output shaft to the generator .to drive the latter, areversiblemotor, speed con- .tioning ofsaid relays in the transition control system in responseto-energization from the axle generator maybe observed ata position remote from the axle generator I and adjacent the relays inthe transition control' system byjthe useof the remote control switches and by cojoint reference to the portable indicating instrument and to said relays.

5. Apparatus for testing the operation of relays in the transition control system for the power circuits of a generating electric traction system of a railwayvehicle of the cla s whereinpanaxle generator energizes such relays for their functioning when the axle rotates at predetermined speeds and delivers predetermined voltage to the relays comprising an electric generator; a rotatable shaft operatively connected. to the armature of said generator and to the armature of the axle generator when the latter is disconnected from the axle but is connected to the control system; means to rotate the shaft at predetermined speeds to simulate the action of the axle whereby the axle generator will develop predetermined voltage to energize the relays for their operation, said shaft at the same time actuating the first generator to develop voltage having a predetermined relation to the voltage of the axle generator; and a portable indicating instrument 10 necting the motor and the shaft.

AUGUSTUS F. PARRY.

No references cited. 

